Control device for the operation of internal combustion engines with electric power transmission



Oct. 10, 1939.

A. BRUNNER CONTROL DEVICE FOR THE OPERATION OF INTERNAL COMBUSTIONENGINES WITH ELECTRIC POWER TRANSMISSION Filed June 21, 1937 2Sheets-Sheet 1 Oct. 10, 1939. A BRUNNER 2,175,681

CONTROL DEVICE FOR THE OPERATION OF INTERNAL COMBUSTION ENGINES WITHELECTRIC POWER TRANSMISSION 6 Filed June 21, 1937 2 SheetsSheet 2fizz/6722507" kHz/z Erzazner Patented Oct. 10, 1939 UNITED STATES PATENTOFFICE CONTROL DEVICE FOR THE OPERATION OF INTERNAL COMBUSTION ENGINESWITH ELECTRIC POWER TRANSMISSION Application June 21, 1937, Serial No.149,388

In Switzerland June 27, 1936 12 Claims.

This invention relates to a controlling device for controlling theoperation of an internal combustion engine which is associated with anelectric power transmission.

In the form of the invention illustrated herewith, the voltage of thegenerator which forms a part of the electric transmission is regulatedin accordance with variations in the R. P. M. of the motor in suchmanner that the load of the internal combustion engine remains constantin proportion to the adjusted R. P. M. This is of particular importancewhen the invention is applied to internal combustion engines whichoperate vehicles through electrical transmissions, although it has otherpurposes and is not limited to this particular purpose or association.

An. object of theinvention is, therefore, to provide an automaticcontrol of the type indicated.

20 1 Another object is to provide in connection with such an automaticcontrol an indicating apparatus connected to the transmission and actingto serve as an indicator to measure the electric power. With thisindicating device there is 25'associated an additional indicating deviceoperated to indicate variations in the quantity of fuel being suppliedto the internal combustion engine. The two indicators, the engine andthe transmission are so related that variations in the indicating deviceindicate positively and automatically disturbances or unsatisfactoryoperation either in the-engine or in the transmission and it is,therefore, one of the purposes of the invention to provide an indicatingapparatus oi. the type indicated which will automatically and positivelyindicate the conditions of operation, both of the engine and of thetransmission, and will also indicate positively and automatically thelocation of unsatisfactory operations or unsatisfactory conditions inthe total installation of the apparatus so that an operator or observercan tell at once when unsatisfactory operation occurs just what part ofthe total assembly is not operating satisfactorily.

Other objects will appear from time to time in the specification andclaims.

The invention is illlustrated more or less diagrammatically in theaccompanying drawings, wherein:

Figure 1 isa diagram with some parts shown diagrammatically and otherparts section or elevation, and in connection with which wiring diagramfor the electrical parts of the assembly is also shown;

Figure 2 is a sectional diagram with parts shown in elevation and partsin section, of the engine indicator assembly.

Figure 3 is a diagrammatic section illustrating the internal mechanismand the wiring connections of the indicating apparatus 60, shown in 5Figure 1; and

Figure 4 is a similar view of a modified form of indicating apparatus.

Figure 5 illustrates a modified form of the switch mechanism of Figure1.

Like parts are designated by like numerals throughout the specificationand drawings.

The numeral 1 indicates an internal combustion engine. This drives amain generator 2 through a shaft 3. Through a shaft 4 it drives anauxiliary generator 5 which serves for outside excitation of the maingenerator 2. Current from the main generator may go to any desired loadbut as here shown it is led to motors 6 which may for example act as thetraction means of a locomotive or other vehicle. The wires 1 define thecircuit of the auxiliary generator 5 and in this circuit is inserted orincluded the excitation winding 8 of the main generator 2,

and a variable resistance 9 is also shown as in- 26 serted in thatcircuit, It serves the purpose of regulating the excitation current. Thelever I0 is adjusted by a servo piston H of a servo motor as shownparticularly in Figure 1. The operation of the servo motor is in partcontrolled by a slide 30 valve I2 which controls the admission of apressure agent which enters through the port l3 and is dischargedthrough a port II. A spring l5 may be positioned within the housing ofthe servo motor and bears at one end on that housing and at the other onthe piston and resists the effect of the pressure agent upon theopposite face 01 the piston.

The position of the control lever III is controlled and varied by themovement of the engine governor l6. As shown in Figure 1 the governor isenclosed in a housing [6a. I1 is a lever pivoted on any suitablesupport, such as Ila, and arranged as will be described below, to bemoved by the governor. Movement of the lever i1 is communicated throughthe rod l8 to the lever I! supported on a shifting fulcrum plate 20which is itself supported upon a suitable base 20a.

As shown particularly in Figure 2, the lever I1 is provided on its upperend with an arcuate toothed portion 2| which engages a correspondinglytoothed portion 22 of a lever 23. This lever is pivoted as at 24 on thegovernor housing or at any other suitable point, It engages a collar 25disc or piston 45 which forms part of or is attached to a sleeve 26which is itseli directly or by means of a flange 21 arranged to be actedupon by the elements of the governor it. At its lower end the lever 23is extended to engage the rod 28 which is attached to means for varyingthe quantity of fuel conveyed to the fuel pumps 29 which are shown inplace adjacent the engine in Figure l. The details of the fuel controlare unimportant and the invention is not limited to any particular fuelcontrol valve or other mechanism and hence such parts are not shown indetail herewith. The control may be accomplished by varying the positionof the valves, by rotating the plungers of the pumps or otherwise.Variation in the gover nor speed efiects movement of the sleeve which inturn moves the lever 23, the lever ii, the rod iii, the lever l9 and thevalve iii. The details of this movement and its relationship to themovements of the other parts of the assembly will be described more indetail below.

The fulcrum plate 2i! is movably mounted as above described and althoughit may be moved by a number oi means, the particular means here showninclude a pair of magnets or solenoid and Ill and a spring 32 secured toa suitable base 32d.

Associated with the governor i8 and the sleeve 26 are a plurality ofregulating springs. M here shown there are three oi such springs,'33, Mand 35. These springs are preferably mounted one within the other, 33being the outermost, 3d the intermediate and 35 the inner spring. One oranother oi these springs is brought into use for adjustment of theengine to the desired R. P. M. by an electro pneulnatic means which willnow be described. An electric switch 35, which is moved by a handle 36a,is provided as shown in Figure i. It has a variety of positions asindicated in Figure 1. These may be numbered from B to 5 or a differentnumber of switch positions may be provided. In the control positions llor l of the switch 35, the sleeve 26 in Figure 2 is under the action ofspring 33 alone. In the positions numbered 2 and 3 of the valve, asolenoid or magnet coil 31 is energized through the line 38 and thevalve 39 is moved to the position shown so that a pressure agent comingfrom any desired source may pass through the conduit system 40 to actupon the annular piston 4i and thus move it to the position of Figure 2and bring the intermediate spring 34 into operation, since the pressurefluid acting on the piston 6| moves it to the right, as shown in Figure2, until it contacts the stop 42. It is this movement of the piston 43which brings the intermediate spring 34 under compression and,therefore, into operation, as a load upon the sleeve 26.

Inthe 0 position of the switch the two pistons 4| and 43 are to the leftof the position that they occupy as shown in Figure 2 since no pressurefluid is active upon either of them and the spring is at some distancefrom the bottom of the piston 43 just as the spring disc 46, in theposition of the parts shown in Figure 2, is out of contact with thespring disc 45.

when the switch is in position 4 or 5, the solenoid or magnet coil 41 isenergized through the line 48 and the valve 49 is then moved 90 from theposition shown in Figure 2 and pressure fluid through the conduit system40 may be admitted to the rear of piston 43. when that movement occursthe piston is moved further to the right from the position shown inFigure 2 until it contacts a stop 50. The edge or flange 44 of thepiston 43 is moved out of content with the piston ii and the piston 43as a whole moves to the right sufiiciently to bring the spring disc 49into contact with the spring disc 55 and the spring 35 is thus added tothe load effective upon the sleeve 26. Movement of either the valve toor the valve 89 from the positions in which they permit pressure fluidto move toward one or another of the pistons occurs when the magnets illor t! are tie-energized, and then the springs are ei'lective to returnone or another of the pistons and to force pressure fluid out throughthe valve.

As explained above, the iulcrurn. point or" lever id is not fixedbecause the fulcrum 20 upon which it is iulcrunied may he moved. it thisfulcrum plate stationary, then when the lever it is move-d by anyadjustment of the P. M. by means of the control switch just described,through manipulation of the ham die 35, to cause movement oi one oranother of the pistons H or 13, or of both of them, an. equilibriumbetween the load and the performance of. the internal combustion enginewill he established and the lever il would always assume the sameposition if the slide valve 52 closed. Since, as pointed out above, theiulcruin plate 23 moves, the position which the lever ll may occupy inresponse to variation in the governor movement is not always the sameand is controlled in this respect by the operation of the switch throughthe handle 36 and this determines the position of the fulcrum point oithe lever i9 since it may cause movement of the fulcrum lever 20.

In the position from t to 2 of the switch, the solenoid or magnet coils3d and ill are not ener gized and thearmatures 5i and 52, which areattached to each other and may, as shown, be carried upon a singlememlcer 53, are in their outermost position, the point X occupyingposition I. The member 53 is secured at one end to the fulcrum plate 26.At its other end it is attached to the spring 32 which tends, when freeto do so, to move it and the armatures which move with it, to the left.

In the control switch positions 3. and 4, magnet or solenoid 30 isenergized through the line 54 so that the armatures 5i and 52 are movedto the right against the spring 32 until the point X is in position 11.

If the control valve is moved to position 5 the solenoid or magnet 3i isenergized through the line 55 and the magnet 30 is de-energized. Thearmature 52 is thus drawn into the solenoid 3| and the point X isbrought to position 111. For

each of the positions of the armatures the lever l! is moved andpreferably the parts are so arranged that when the point X is at I leverI1 is at 8-4, as shown on the scale 56. For position II it is at 3-4 andfor position 131 it is at 5.

While it has been said that the current generated might be utilizedforany purpose or conducted to any desirable place cl use, theparticular use here shown is merely illustrative of one possible use andcomprises the motors 6 connected to the generator by wires 6a.

51 w a switch in the circuit formed by the wires I and may be used todisconnect the excitation circuit and generator, when the internalcombustion engine I is running. There may be provided in the armaturecircuit of the main generator 2 a shunt 58. Wires 59 are connected toeach side of the shunt and lead to the current coil in an indicator 60.Wires 6| are connected to opposite poles of the main generator 2 andlead to the voltage coil of'the indicator 66 which is arranged tooperate in the known manner in connection with electric performancemeters. The indicator 60 is provided with a pointer 62 and a dial 63which are arranged to be movable one with relation to the other. Asshown in Figure 1, the dial 63 is arranged in accordance with thecalculated values of performance of the generator 2 and corresponding tothe range of positions from to of the control switch 36 and is alsoprovided with the numbers II to 5 in accordance with the various rangeof positions from 0 to 5 of the said switch 36.

The lever H, in the form shown in both figures, serves also as anindicating device and the dial 56 has indications on it throughout therange from 0 to I0 and this serves as a measure of the movement of thegovernor sleeve 26. The dial 56 also carries a group of markings 56a,divided to indicate the calculated values of performance of the internalcombustionengine which indications conform to the positions from 0 to 5of the switch 36.

In the particular form of control switch 36 shown here the followingtorques and revolutions per minute are indicated in the six possiblepositions of the control switch 36:

Controller position 0 l 2 3 4 5 R. P. M U 111 1E2 112 11: "3 Torque 0 M1M1 M2 M2 M:

In the case of the indicating apparatus showing the values niMia, nzMia,nzMza, n3Mza, mMaa, in which'the value a is approximately a constant,the markings 1-5 on the controller position of the switch 36 arearranged and the operation of the control device with these markings andvalues is as follows: If the lever l1 and the index pointer 62 of thegauge 60 are at the number which corresponds to the number set on theswitch 36, then the reading of the gauges or indicating devices 56 and60 indicates that both the internal combustion engine and the electricalgenerating and transmitting devices are in proper order and operatingcorrectly. If, however, for some position of the control switch 36 thepointer 62 of the indicating apparatus 60 is below the number of theconnecting position, indicated in the table above, then some drop orunsatisfactory condition in the performance is indicated. If the leveri1 is below the number of the connecting position indicated in the tableabove, the electrical power transmission is not operating properly. Manysuch improper or unsatisfactory conditions may develop in the powergeneration and transmission. For instance, a line may be interrupted orthe generator may be reaching only a limited voltage because ofdisturbances in the excitation circuit or for other reasons. If,however, thelever l1 stands at the correct position for a given settingof the switch 36, and the indicating apparatus 60 stands at too 'low anindication, this indicates that the internal combustion engine is notoperating properly. For example, an individual cylinder may be wholly orpartially out of operation, Thus as a result of these indicating devicesthe source and approximately the nature of the disturbance in the totalapparatus which causes the drop in performance may be determined at onceand simply.

Another unsatisfactory condition which can occur is that in which theindicating apparatus 60 or the lever II, or both of them, stand at ahigher number than that which corresponds to the proper setting of theswitch 36 as indicated in the table above, and this would indicate thatone of the wires 38, 48, or 54, 55, is short circuited with the positivepole or with another wire, so that the magnet 5| or 52 or one of thegovernor valves 39 or 49 is improperly connected or operatingincorrectly.

7 Although there is shown a single switch 36 for adjustment of thetorques and the R. P. M., two related switches 36 and 36b havingrespectively handles 36a and 360, as shown in Figure 5 might be used,one of which adjusts the torques and the other the R. P. M. This, ofcourse, differs from the specific arrangement shown in Figures 1 and 2and it would then be possible in connection with an individual orparticular torque to adjust all R. P. M. values as might be desiredwithin the range of performance of the apparatus or in connection witheach R. P. M. value to adjust all torques within the range ofperformance of the apparatus.

While many difierent forms of indicators may be used, the indicator 6!)having a needle or indicating arm 62 and a dial 63 is shown and inFigure 3 it is illustrated with the cover or housing removed so as toshow the internal arrangement. As there shown the wires 6| are connectedto a stationary voltage coil 55 and the wires 59 are connected bysprings 62a to the current coil which is mounted to move with the needleor arm 62. The member 62a thus serves the dual purpose of connecting thecurrent coil withothe wires 59 and also, when free to do so, moving thearm 62 to the neutral or zero position.

Figure 4 illustrates the internal mechanism of a modified form ofindicator in which two stationary permanent magnets 61 are mounted. Inthe right hand magnet B! is mounted a volt indicating arm, which hasmounted upon it, to move with it, a voltage coil 85. Springs 68a connectthe wires 6! with this voltage coil and serve also, when free to do so,to move the indicating arm 68 to the neutral or. zero position withrespect to the voltage scale 69.

Mounted within the left hand permanent magnet 61, as shown in Figure 4,is an ampere indicating arm which has mounted upon it the current coil66 which is arranged by its movement and position to show the amperageon an ampere indicator l0. Springs 10a serve to connect the wires 59 tothe current coil 66 and also, when free to do so, to return theindicator arm 10 to the neutral or zero position.

Inasmuch as the electric power isa product of the voltage and theamperage, the point of intersection 12 of the indicator arms 68 and 10is important and the lines 1, 2, 3, 4, 5 are shown on the dial 13 ofFigure 4, and by means of these lines and the point of intersection 12,the magnitude of the electric power can be determined. For the dial 13the lines 1 to 5, inclusive. are calculated and positioned to illustratethe theoretical value of the power for the five positions numbered I to5, inclusive, of the controlling switch 36. In this connection any otherdesirable be effected in any desired manner, among which are theadjustment of an overflow valve, 2. turning of the pump plunger,changing the pump stroke and otherwise. The invention is not limited,therefore, to any particular means for controlling the supply of fuel tothe fuel pumps.

-tation of the main generator in accordance indicating pointer l1 maymanner generally shown and described in conto the speed of the primemover,

While the control apparatus and method of the present invention areshown in connection with an internal combustion engine, and anelectrical generating and transmitting apparatus, they may be appliedand used in any connection in which there is an excitation circuit foragenerator and in this manner the internal combustion engine may beadjusted in accordance with the R. P. M. One such arrangement is that inwhich the control is accomplished in connection with the exciwithvariations in the voltage of a speedometer generator operated by theinternal combustion engine or in accordance with the pressure of an oilpump driven by the internal combustion engine. The adjustment of thetorque in connection with controls of the type just indicated isaccomplished in the customary manner by, the adjustment of a resistancein the circuit of the speedometer, dynamo or generator, or by theadjustment of a throttle opening for supplying the oil. In connectionwith these controls in which the ercitation circuit is not changeddirectly in accordance 'with variations in thespeed as they afiect thegovernor of the internal combustion engine, the be arranged in thenection with the figures herewith.

I claim:

1. In combination, a prime mover, an electric generator driven thereby,a governor responsive means for adjusting the response of the governorto speed variations, and means for controlling the current generated bythe generator in consonance with the governor adjusting means, and avisible electric indicator in circuit with said generator,' and a secondvisible indicator operatively connected to said governor and indicatingthe conditions of engine operation.

2. In combination, an engine, on electric gen" erator driven by it, agovernor driven by the englue and adapted to control engine operation,means for adjusting the response of the governor to variations in engineoperation, means for adjusting the rate of current generation by thegenerator and a connection between said means and said governor, meansfor adjusting the relationship between the governor and the electriccontrol means, and manually operable means for simultaneously and inconsonance setting the means for adjusting the governor response to theengine and the means for adjusting the response of the electricalcontrol to the governor, and an electric indicator in circuit with saidgenerator, and a second visible indicator operatively connected to saidgovernor and indicating the conthe first indicator and the secondindicator being calibrated for undisturbed working of the engine and thegenerator in accordance with the setting positions of the manuallyoperated means.

aimesr 3. A control apparatus for unified control of an internalcombustion engine and an electric generator driven thereby, having atransmission circuit connected to. said generator, said controlapparatus including a current controlling means and an electricalindicator in said circuit, and an engine controlling means and an engineindicator including means driven by said engine, the engine indicatorindicating the conditions of engine operation and the electricalindicator indicating the conditions of current transmission andgeneration, and a control switch and means for moving it to a pluralityof predetermined positions, and means operated in response to move mentof said switch, to give controlling means and said engine indicator apredetermined setting, moving elements in said electrical indicator andengine indicator the positions of those elements being calibrated forundisturbed working of the engine and the generator in accordance withthe predetermined positions of the switch.

4. A control assembly for the unified control of an internal combustionengine and an electric generating and transmitting assembly, includingan electric circuit operated by said engine and comprising a governordriven by the engine, an indicator of fuel supply, an electricindicating device associated with said circuit adapted to indicate thecurrent conditions prevailing in said circuit, a switch assemblycomprising a switch, means v for moving it, electrical circuits, and acontrolling device, means for moving said controlling device, and aconnection between said controlling device and said governor, theindicator' and the indicating device being calibrated for undisturbedworking of the engine and the generator in accordance with thepredetermined positions of said switch.

5. A control assembly for the unified control of an internal combustionengine and an electric generating and transmitting assembly, includin anelectric circuit operated by said engine and comprising a governordriven by the engine, an indicator of fuel supply, an electricindicating device associated with said circuit adapted to indicate thecurrent conditions prevailing in said circuit, a switch assemblycomprising a switch,

rneans for moving it, electrical circuits, and a controlling device,means for moving said controlling device, and a. connection between saidcontrolling device and said governor, a member movable by said governorand means for variably resisting the movement of said member, theindicator and the indicating device being calibrated for undisturbedworking of the engine and the generator in accordance with thepredetermined positions of said switch.

6. A control assembly for the unified control oi an internal combustionengine and an electric generating and transmitting assembly, includingan electric circuit operated by said engine, and comprising a governordriven by the engine, an indicator of fuel supply comprising a dial anda pointer, connections between said governor and said pointer for movingsaid pointer, an electric indicating device associated with saidcircuit, adapted to indicate the current conditions prevailing in saidcircuit, a switch assembly comprising an electrical switch, means formoving it, electrical circuits, and a controlling device, means formoving said controlling device, and a connection between saidcontrolling device and said governor, a member movable by said governorand means for variably resisting the movement oi said member, theindicator and the indicating device being calibrated for undisturbedworking of the engine and the generator in accordance with thepredetermined positions of said switch.

7. A control assembly for the unified control of an internal combustionengine and an electric generating and transmitting assembly, includingan electric circuit operated by said engine, and comprising a governordriven by the engine, an indicator of fuel supply comprising a dial anda pointer, connections between said governor and said pointer for movingsaid pointer, an electric indicating device associated with saidcircuit, adapted to indicate the current conditions prevailing in saidcircuit, a switch assembly comprising an electrical switch, means formoving it, electrical circuits,and a controlling device, electrical andpressure means for moving said cantrolling and a connection between saidcontrolling device and: said governor, a member movable by governor andmeans for variably resisting the movement of said member, the indicatorandthe indicating device being calibrated for undisturbed working of theengine and the generator in accordance with the predetermined positionsof said switch.

8. In combination, with an internal combustion engine associated with anelectric transmission, means providing a check on the working of saidengine and transmission, comprising an electric power indicator adaptedto indicate the power'transmitted and a fuel supply setting indicatoradapted to indicate the setting of the fuel supply of the internalcombustion engine, and a controlling switch, the said indicators beingso calibrated in accordance with the positions of the said controllingswitch that faulty working of the engine or the transmission will beindicated by divergences of one or both of the said indicators from theappropriate readings.

9. In combination, with an internal combustion engine associated with anelectric transmission, means providing a check on the working of saidengine and transmission, comprising an electric power indicator adaptedto indicate the power transmitted and a fuel supply setting indicatoradapted to indicate the setting of the fuel supply of the internalcombustion engine, and a controlling switch, the said indicators beingso calibrated in accordance with the positions of the said controllingswitch that faulty working or the engine or thetransmission will beindicated by divergences of one or both of the said indicators from theappropriate readings.

10. In combination, with an internal combustion engine associated withan electric transmission, means providing a check on the working of saidengine and transmission,comprising an electric power indicator adaptedto indicate the power transmitted and a fuel supply setting indicatoradapted to indicate the setting of the fuel supplyof the internalcombustion engine, and a controlling switch, a connection from saidcontrolling switch to said fuel supply setting indicator, the saidindicators being so calibrated in accordance with the positions of thesaid controlling switch that iaulty working of the engine or thetransmission will be indicated by diverences of one or both of the saidindicators from the appropriate readings.-

11. In combination, a prime mover, an electric generator driven thereby,a circuit supplied by said generator, a governor for said prime moverresponsive to the speed thereof, means controlling the fuel supply inaccordance with varia tions in said governor, indicating meansresponsive to movements of said fuel supply control means, means forcontrolling the current generated by the generator, and manuallyoperated control means provided with a plurality of prede terminedpositions and adapted for adjusting the relation between the governorand the current controlling means, and indicating means inserted in saidgenerator circuit, the fuel supply indicating means and the indicatingmeans inserted in said generator circuit being both calibrated forundisturbed working of the engine and the generator in accordance withthe various predetermined positions of adjustment of said manuallyoperated control means.

12. In combination, a prime mover and an electric generator driventhereby, a governor associatedwith said prime mover and responsive toits speed, means for controlling the fuel supply in accordance withvariations of said governor, indicating means connected with said fuelsupply controlling means, means for controlling the current generated bythe generator, manually operable control means for adjusting the speedof said prime mover, said control means being provided with a pluralityof predetermined positions 01 adjustment, indicating means in circuitwith said electric generator, the said fuel supply indicating means andthe indicating means in circult with said generator being eachcalibrated for undisturbed working of the engine and o! the generator inaccordance with the several predetermined positions of said manuallyoperable control means.

ADOLF BRUNNER.

